System of train control



E. J. MAKE.

SYSTEM 0F TRAIN CONTROL. APPLICATION man r11/mil, 1919,

2 SHEETS-SHEET I.

ATTGRNEY E. J. BLAKE.

SYSTEM 0F TRAIN CONTROL.

APPLICATION FILED MAR..1I.IQ19.

Patented June 14, 1921.

2 SHEETS-SHEET 2.

JITTOR/VEV UNE ELI J'. BLAKE, OF BUFFALO, NEW YORK, `ASSIGNOR TO HALL SWITCH &

SIGNAL CO. A

ySYSTzlVl 0F TRAIN CONTROL.

Specification of Letters Patent.

Patented June 1.4, 1.9%1.

lApplication led March 11, 1919. Serial No. 282,014.

To /I/ lc/wm if nmf/ concern.' I

,Be it known that Em J. BLAKE. a citizen of the linitcd States, residing in Buffalo. in the county of Erie and State of ew York, whose post-otlice address iscai'e of Gould ('oupler Company, Depew, New York, has invented certain new and useful improvements in Systems ofv Train Control. of which the following is a specification.

Thepresent invention comprises an inductive system of train control wherein a multitude of different signals or different controls may be obtained from the track. l have disclosed in my copending application Serial #135.120, an inductive system of the same general character as vthe system herein disclosed and it is the object of the present system to provide means for obtaining a iruiltiplicity of various indications yo n the moving vehicle. Broadly the invention consists in supplying a track circuit with two sources ofalternating current of' frequencies of commensurate ratios, the phase ('lisplacement of these frequencies heing varied in order to obtain different indications on the vehicle. lThese frequencies are imluctively collected by means of a device located on `the vehicle and are then brought to a common frequency whereby they may Yhe caused to operate a receiving device which is responsive to the phase relation of the two sources of energy.

`in the accompanying (.lrawings and description l have disclosed certain means and devices for accoi'nplishing these purposes.

l do not wish to be restricted to the particular means disclosed as it is obvious that other devices may be employed in a number of instances without departing vfrom the yspirit ofthe broad invention.

4Figure l is a diagranunatical representation of the running track equipped with the necessary apparatus to accomplish the foregoing liiirposes.

flfig. 2 is a diagranrshowing the apparatus on the moving train or vehicle.

fllig. 3 diagrammatically shows one form of frequency changing device..

vFig. 4T shows a plan and section of a relay which is resl'ionsiif'e to.phase relation of the two alternating currents. l 7 y y Fig. is a plan and side elcvatlon of the moving winding eini'iloyed inl Fig. "lr v lt will be seen thatthere are broadly two distinct parts to the `inveiitioinone comprisleads l and Zet to the exit end of track set;H

ing the track ap1, aratus, and the other comprising the apparatus which is placed on the moving vehicle. It `will further be seenv that the track apparatus may be used for the control o f roadside signals where desirable.

Referring to Fig. l I show a track divided into blocks l., 2, 3, and 4 respectively by means of suitable insulating joints 5. have also diagrammatically shown two alternatlng current generators G and 7 inechani- 65 cally connected together by means of a shaft S and .driven by any suitable extraneous source of power, not shown. It will be seen that 'as these generators are mechanically connected the frequency of one generator -will always have a definite relation to the frequency of the other generator. y

For the purpose of the present disclosure we will assume that generator G produces a current of 25 cycle frequency and generator 7 produces a current of 5() cycle frequency. Generator T is a 3 phase generator.- (ienerators (l and T are connected to a common conductor f) and generator G is provided with a line wire l0, generator T being provided jwith two line wires ll and l2 in" order to carry the alternating currents to desired points alongthe track. At the exit end of cach track section 25 cycle current from the generatore is fed to the running rails by means of transformers lil, 14, 15 etc. respectively. lt will be understood, in the sequel, that although the apparatus attached to 'three successive blocks has been described, the other blocks of system may be similarly equipped. rlhe secomlary circuit, of. these transformers across the track is provided with a resistance 1U in order to prevent excessive flow of current to the track and also to prevent the transformers shnnting currents 'from other sources of energy connected across the track. (on n ections are taken from connnon'f) and lines 1l and l2 to primary windings of ring core transformers 17, 18 and l) at the exit end of each track section reslwctively. the primary' windings being provided with polyphase connections in a manner well-known in. the art. 'l`he transformers 1T, 18 and 19 arev each provided with windings 2t), 2l and 2Q respectively, forming the secondary `Windings ol' these transformers. The winding 20 of transformer 1T is connected by means of tion as shown, resistance 25 lwing in` serted in this connection for the, saine purscribed.

pose as the; resistance 16 previously de- The. windings 2l and 22 ot the transforme-rs ot sections 2i and i are provided with a series ot' taps 26 and tui-ther provided with co-acting contact lingers 2T and 2S which are-adapted to be rotated to makev connections with the various taps 26 ot the coils 2l and 22 respectively. liy taking current trom ditl'erent pairs oi' these taps 2li, the phase of the 5() cycle current may be varied at will. rThe contact lingers 2T and 23 are. connected by means ot leads 2E) sition of conti'icttngersQT and 28.

Fig. 2 is merely the entering block or the commencement of the section which is to be placed under-control. This being so, it will be obvious'that this block is fed with constant sources of energy which are not variable to' phase displacement. It is also obvious that a train in this block will be out i of the control of the territory5 butwill have the e'fi'ect ot1 controlling a vehicle which may be traveling 1n block 8. At the entrance end of each track section a winding 31 is bridged .across the rails and is given such characteristics that it will respond to the 25 cycle trequency in the track, causing the solenoid 32 to be vibrated at double the frequency ofv the 25 cyclecurrent due to the solenoid responding individually to each wave ot the alternating current irrespective of the polarity of thesame. This will cause an armature 33 to Abe vibrated adjacent td poles of permanent magnet 34 which will vary the intensity of flux in the extended pole. pieces. 35. The pole pieces 35 are providedA with windings 3G and it will be seen that thevariation in fiux in these pole pieces will generate an alternating current' in the coils 36 of substantially 50"cycles frequency.' This current is carried vby means of leads 37 and 38 to a rotatable winding 39 which comprises the moving element of a dyn-amometer type of relay. This winding 39is mechanically con-4 nected by means ofv shaftjiO to theoontact lingers 27 and 28 of theo() cycle transformers in such-a manner that the contact fingers 27- and 28 will assume a position corresponding to the position of the Winding 39. The polyphase stationary winding 41 is adapfed to surround the moving coil 39 and is fed from its respective track section by means of common lead and return leads 43 and et which are provided with phase-splitting reactance and resistance 45 tively.

lt will beseeu from the above that at the entrance end oi section 2 the dynamoineter moving coil 3S) will assume a (letiiiite.posi tion in accordance with the phase relation of the o() c vcle current in the track and the 5() c vclc current which has `been regenerated l'roin thc 25 cycle current in the track. i The position ot coil :i9 will determine the position ot contact tingers 2T and28 of the ring core transtormer which feeds 5() cycle current to track section 2i. As shown in the tigure this position isdisplaced a definite number ot' degrees to thatot' ring core trans-- former 1T thereby changing the phase relation" oi' the 5() cycle current to the 25 cycle current in track section 3 accordingly. On account of the changed phase relation of the 5() cycle currentin section 3 of the dynamomand 46 respeceter moving coil 3S) of this section will have been displaced a further number ot degrees, changing the phase relation ot the 5() cycle current being ted to the track section 4 a further corresponding number of degrees. lt will he seen that this process can be re- 'peated a number ot times through thetrack section until the entire possible angle ot 'displacement between' the 25 and 50 cycle'V sources oi" energy has been exhausted, and it will l'urthe'r be seen that we have an electrical condition in the track where each succeeding block is ted with 25 and 50 cycle current but which varies in the number ot degrees displacement vin auch block. It is this `displacement betwccn the phase angle oi`j the 25 and 5() c vcle current which is used tor selectively controlling the apparatus on the car which is traveling along the track and which will hereafter; be described.

It is further obvious that thisI phase displacement may be ctmtrolled by means, extraneous to the track circuit control. where it is desired to obtain a special control ot the train` such as at interlocking plants, drawbridgescetc. A

lt will be seenfrom the foregoing that if each ot theldynai meter movements are biased to assume i definite position when they are denergizeih that the presence of a train across any section ot' -track will cause' the dynamometcr movement in that section to be denergizcd by. shunting out the energy from thesame in the well-known manner as employed in track circuit signals. and that this particular movement will assume its biased dencrgizedl position. and that each succeeding movement in the track section at the rear ot the train will be stepped up adetinite number ot degrees until the manimum number of degrees is; reached when each succeeding dynamomcter movement bevond thatpoint will be at its maximum position due to the current being fed to these succeeding movements at its maximum phase means of an amplifier of vmy above referred $135,120.

meines displacement. rlhis result is accomplished by the relative position of the coil and the .contacts on the dynamometer movement beingsuch that when one movement has operated to its maximum position it will furnish current of the same phase displacement to the movement in the rear, thereby causingr all subsequent movements to likewise assume the maximum angle of movement. Under these conditions it will. be seen that meansis provided whereby'graduated indications are given for a definite number of sections behind a moving' vehicle which may represent permissible speeds of travel. It will be obvious that any number of indications may be thus obtained up to the maximum possible phase displacement between the two frequencies, theonly controlling .feature heini;V the lineness with which the ap paratus may be designed to obtain effective operative' changes between the .steps taken and the phase displacement.

Referring to Fig'. 2 l have here shown diagrammatically apparatus on the vehicle `which is adapted to be operated by the various relative phase displacements of the 25 and cycle energy in the track to give various signals on the vehicle or control the saine in any desired manner in accordance with the phaseV displacement of the two frequencies. In order to accomplish this purpose l have provided about the axle 42 of the vehicle a transformer i8 which is adapted to pickup the Q5 and 50 cycle energy from the track, said energy being' amplified by i any well-known construction 44 in order to'provide enough energy on the vehicle to operate the apparatus. This method of collection of energy is more fully described and disclosed' in to application Serial lt will be 'obvious from the foregoing' that ,across`the leads l5 and etti on the output side ofthe amplifier del we will have an .al1 ternating current which is composed of the' con'il'ionents of a' cycle and 50 cycle current at some definite phase relation which has been determined by the energy in the track. `A polypiiase dynamonieter movement is provided on the vehicle having' a polypliase winding' i7 which is fed throul'gh phase-,splitting resistance and ieactance flS and 49- fi'om the leads 45 and 4.6. lt will. be obvious that the winding' l? isi'eceiving energy composed of currents of F25 frequencies. liowevei, this circuit is so tuned as to substantially eliminate the 2li cycle component. ii moving coil 50 is pro* vided being' connected through aA suitable variable resistance 5l and a source of energy 52. Across the leads and iii is provided a transformer 53 which is adapted to ener- ,size a wnidiincr 54 to cause asuitable armature 55 to oscillate. lt will be seen` that the to be closed to and cycle oscillation ofv this member 55 will be inv re-4 -spouse to the 25 and 50 cyclecomponents in the circuit but will be of double the frequency due to the absence of polarity of the I'n'einT ber This will cause the member 55 to -fluctuate, and the fluctuations will have the characteristics of substantially 50 and'lOO cycle frequencies superimposed. This cirf cuit 1s also tunedto eliminate the majority y of the l0() cycle frequency.

From the foregoingr it will be seen that in. the polypliase winding 47 we have a frequency of 25 and '50 cycles and in the` moving winding '50 we have a frequency of 5() and 100 cycles, and it will be evident in view of polypliase connections of winding 47 vthat the 5() cycle frequency in the windings 4i' and 50 will cause the winding 50 to assume a definite angle of rotation which will be in direct relation to the phase relation of theY original 25' and 50 cycle frequency currents collected from the running rails. By causing the-coil 50 to control a suitable contact member we may`cause various contacts 56 operate any desirable control'- ling or signal mechanisms necessary control of the vehicle. lf we assume that the members 57 comprise devices on the vehicle which would restrict the speed y' of the vehicle to a. certain definite limit, it' will be seen that we have obtained. speed control of the vehicle in accordance `with the energy conditions in the track and by varyingr these energy conditions we can vary the permissible speed of travel of the vehicle. li'lembcr 57 might further comprise various 'signal indications such as .siding signals or interlocking` tion.

In Fig. 3 I have shown one form of device wh'ichmay be usedfor-stepping up the frequency of the low frequency current. This' comprises a soft iron core upon which are windings 59 and (if) resliectively.. The pole pieces of these cores are provided with holes `G1 and 62 as shown. and core 63 is adapted to Apass through the same. 'ttached to the core 63 .is a contact stud 64 and a Contact stud 65 is provided which is adapted to face contact stud 64 between which is placed a layer of carbon granules 66. lt will be seen that asthe Q5 cycle alternating current Vpasses through the coils 59 and Si() it will signals of any desirable locaand contact finger 55 until it comes in con- Fig. 4 shows one means of construction of a dynamometer element which is adapted to respond to the phase displacement of the alternating currents. The moving coil 5() more clearly shown in Fig. 5 is mounted in a freelyrotatable shaft 67 and is adapted to swing in the field of the polyphase winding 47. Contact finger 55 vis rigidly attached to the coil and is adapted to rotate therewith in operative proximityto the contact stud 56.

. In order to make this member free to move apparatus on the vehicle adapted to be selectively operated in accordance with the phase relation of the frequencies in said circuit. I'

3. In a system of train controlha trackway andv a vehicle for travel thereon, a circuit on said vehicle, means for impressing alternating currents of commensurate fre- .quencies upon the trackway, means whereby corresponding frequencies are caused to fiow in the circuit on the vehicle, means for transposing the period of oneof said frequencies to the same period as another frequency'in said circuit, and means whereby the two freconstruction that the core 68 will be drawn,

up into lthe coil 69 raising the spindle 69 tact with its coacting contact 56. As the solenoid core 68 is raised it breaks the circuit ofvcontact 69 and 71 and falls. back again, the action being the same as the wellk-nown vibrator electric bell. It will be seen that this will keep the contact arm 55 in a state of vibration, and during the intervals when the armature is in its lowest position the coil 50 will be free to rotate and will assume a position corresponding tothe relative Aphase displacementof the current i'n the-windings, and it 'will then be caused to .intermittently close contact with its contact stud 56 to operate any device on the vehicle.

Of. course it viill be understood that the Aparticular embodiment shown herein merely discloses one form of construction of the device and it is evident that other constructions n/iay be employed without departing from the spirit of the invention.

lvhat I claim is l. In-a system `of train control, a1tiack- Way and a vehicle for travelthereon, a ciicuit on the vehicle, means for impressing alternating currents of commensurate frequencies upon the trackway, means whereby corresponding frequencies are caused to flow in the, circuit on the vehicle, a second circuit on the vehicle, means for regieneratively producing a frequency in said second circuit from one frequency in the first circuit but of a corresponding frequency to another frequency in said first circuit, and means whereby controlling mechanism on the vehiquencies of the same period are caused to `jointly actuate controlling apparatuson the vehicle. y

4. In. a systemof train control, a track- Way and a vehicle for travel thereon, a circuit on said vehicle, means for impressing alten' nating currents of commensurate frequenciesv upon the trackway, means whereby corresbondinff'fre uencies are'caused to flow in the circuit on the vehicle, mea-ns for transposing the period of one of said frequencies to the same period as another frequency in said circuit, and means whereby the two frequencies of the same period are caused to selectively actiiate controlling apparatus on the vehicle in accordance with the phase i'elation of the frequencies.

fln' a system of train control, a trackway )a'nd a vehicle for travel thereon, a cir cuit ou said vehicle, means for impressing alternating currents of commensurate fre- 'quencies upon the trackway, means whereby cle is controlled jointly by the frequencies in4 the first and second circuits.

alternating currents of commensurate freqiiencies upon the trackway, means whereby 1 corresponding frequencies are caused to flow in the circuit on the vehicle and controlling corresponding frequencies are caused to flow in the circuit on the vehicle, amplifyingl -means associated with said circuit, and con- .trolling apparatus on the vehicle adapted to be selectively operated in accordance' with the phase relation of the frequencies in said circuit. i

6.. In a system of train control, a track way and a vehicle for tiave-l thereon, a circuit on said vehicle., means forv impressing alternating currents of commensurate frequencies upon the trackway, means whereby corresl'ionding frequencies are caused to flow in the circ-uit on the vehicle, amplifyingA means associated with said circuit, means for transposing the period of one of said frequencies to the saine period as another frequency in said circuit, and means whereby the two frequencies of the same period are caused to selectively actuate controlling apparatus on the vehicle in accordance with the phase relation .of the frequencies.

7 ln a system of trainv control, a trackway divided into blocks, a vehicle adapted to travel thereon, means associated with each block section for impressingalternating current upon the same, means at each block section for impressing a second alteriio nating current thereon of a frequency commensurate with that of the first frequency, means associated with a block section for controlling the phase relation of the two frequencies in a block section in accordance with .traffic conditions in advance, and means responsive to the phase relation of the frequencies for controlling travel of the vehicle along the trackway.

8. In a system of train control, a trackway divided into blocks, a vehicle adapted to travel thereon, means associated with each block setion for impressing alternating current upon the same, means -at each block section for impressing a secondalternat-ing' current thereon of a frequency'commensurate with that of the first frequency, means associated with a block section for controlling the phase relation of the two frequencies in a block section in accordance with trailic conditions in advance, a circuit on the vehicle, means whereby frequencies corresponding to those in the track section are caused to flow in the circuit on the vehicle, a; second circuit on the vehicle, means for regeneratively producing a frequency in said second circuit from one frequency in the first circuit but of a corresponding' frequency to another frequency in said first circuit, and means whereby controlling mecha,-l

nism on the vehicle is controlledjointly by the frequencies in the first and second circuits,

9. In a system of train control, a trackway divided into blocks, a vehicle adapted to,` Atravel thereon, means associated with each block section for impressing alternating current upon the same, means at cach block section for impressing a second alternating current thereon of a frequency conimensurate with that of the first frequency,

on the vehicle, means whereby frequenciesl corresponding to those in the track section are caused to flow in the circuit on the vehicle, and controlling apparatus on the vehicle adapted to he selectively operated in accordance with the phase relation of the frequencies in said circuit. V

l0. In a systeml of train control, a trackway divided into blocks, a vehicle adapted to travel thereon, means associated with each block section for impressing, alternating current upon the same, means at each block section for impressing a second alternating current thereon of a frequency comniensurate with that of the first frequency, means associated with a block section for controllingthe frequencies in alock section in accordance with tral'iic conditions in advance, acircuit on the vehicle, means whereby frequencies corresponding` to those in the track section are caused to flow in the circuit on the vehicle, means for transposing the period of one of said frequencies to the same period as another frequency in said circuit, and means whereby Vthe two frequencies of the same period are caused to selectively actuate controlling apparatus on the vehicle in accordance with the phase relation of the frequencies.

In testimony whereof, I have signed my name to this specification.

ELI J. BLAKE.

hase relation of the two 

